Gear shifting mechanism



P 1, 1942- w. J. ANDRES 2 2 2,294,823

GEAR SHIFTING MECHANISM Filed Jan. 30, 1940 I 2 Sheets-Shee t l g 8 awe/MM Q I William J Sept. 1, 1942. w. J. ANDRES GEAR SHIFTING MECHANISM Filed Jan. :50, 1940 "2 Sheets-Sheet 2 mi W Qm- 2 we m- Q 0Q M 3 Q 2 a 1m *9 An iltai \QN Q\\ QN Q Q 1 @Q mi mi 09 0Q m m 2 m 2 Q I W 5 mm a m m 2 2: 32w a of the operator.

Patented Sept. 1, 1942 2,294,823 I GEAR SHIFTING MECHANISM William I. Andres, Pittsburgh, Pa., assignor to Bendix-Westinghouse Automotive Air Brake Company, Pittsburgh, Pa., a corporation of Delaware Application January 30, 1940, Serial No. 316,445

(on. 192 .o1)

20 Claims.

This invention relates to a controlling mechanism for automotive vehicles and more particularly to a mechanism for controlling the operabeen heretofore proposed for the combined control and operation of the transmission gearing and clutch of an automotive vehicle in an effort to simplify the operating controls of such vehicles. In certain of the prior installations, apparatus has been utilized for coordinating the action of the vehicle clutch and engine throttle so that efiicient operation of these two controls may be obtained. In most instances in the operation and control of automotive vehicles, however, it is highly desirable, for efiicient acceleration of the vehicle in gear and to facilitate the gear-changing movements of the transmission, to coordinate the operations of the transmission, engine throttle and vehicle clutch. Accordingly. it is .an object of the present invention to provide a control mechanism of this last mentioned character which will be readily adaptable to automotive vehicles of the present commercial type.

Another object of the invention is to provide a'vehicle-controlling mechanism which will be so constituted as to enable the selection and establishment of a desired gear relation on the part of the operator by the movement of a controlling member in a, desired direction, such mechanism, in its subsequent operation, automatically controlling the movements of the vehicle clutch and engine throttle valve.

A further object is to provide an arrangement of the above typeincluding a construction for automatically controllin the engine throttle during gear-shifting operations while permitting the operator to maintain the accelerator in a predetermined advanced position, such an arsimple and efliciently-operable apparatus for effecting the above and other desirable advantages and resultsand one which may be economically manufactured and installed.

' Other objects and novel features of the invention will appear more fully hereinafter from the following detailed description when taken in connection with the accompanying drawings, wherein two embodiments of the invention are illustrated. It is to be expressly understood, however, that the drawings are employed for purposes of illustration only and are not designed as a definition of the limitsof the invention, reference being had for this purpose to the appendedclaims.

In the drawings, wherein similar reference characters refer to similar parts throughout the several views:

Fig. 1 is a diagrammatic view, partly in section, illustrating an automotive vehicle ratio-changing transmission mechanism, a clutch-controlling member, and throttle control mechanism constructed in accordance with the principles of the present invention;

Fig. 2 is a detailed view, partly in section, of the automatic throttle control shown in Fig. 1, and

Fig. 3is a view, partly in section, showing another form of automatic throttle control.

Referring more particularly to Fig. l, the present invention is illustrated therein in connection with an automotive vehiclehaving an engine I, a throttle 2, a ratio-changing transmission 3 and a clutch-controlling member 4. The transmission 3 has associated therewith any suitable fluid- "pressure-operated gear-shifting mechanism 5 rangement securing proper coordinated opera- I tion of the throttle and transmission without the exercise of any particular skill on the part Another object is to provide, in a device of the foregoing character, a novel construction insuring automatic operation of the vehicle clutch and engine throttle in proper timed relation and in response to operation of the transmission, in order to secure a double clutching action of the latterfintermediate the shift from one gear relatiomto another, thereby greatly facilitating the establishment of the new gear relation.

adapted to be controlled from a remote position through movement of the manually-operable lever- 6. The clutch-controlling member 4 is adapted to be operated by a fluid motor 1, while the throttle 2 may be controlled either manually by the movements of accelerator pedal 8 or automatically through the operation of the pressureresponsive mechanism 9, the construction being, such that, during the operation of the gearshifting mechanism, the clutch-controlling memi 'fitill another object comprehends a relatively her 4 and the e ine throttle 2 will be automatically controlled so that the automotive vehicle clutch will be efliciently engaged and disengaged and the throttle will be automatically opened and closed in proper sequence with changes in the transmission gear ratio. The construction of the present invention, moreover, insures that the automotive vehicle clutch will be engaged and disengaged and the throttle will automatically zz and 2s.

be opened and closed prior to an engagement of transmission gears, thereby producing a double clutching action which lessens. the strain on the clutch and transmission mechanisms as well as producing a smoother and quieter establishment of gear ratios.

Although any suitable power-operated apparatus 5 may be utilized for effecting changes in the gear ratios of the transmission 3, it is preferred to employ'the apparatus constructed in accordance with the application of Roy S. Sanford, Serial No. 57,410, filed January 3, 1936, for

Gear shifting mechanism which has eventuated in Patent No. 2,189,679, issued Feb. 6, 1940. Such an apparatus, as illustrated herein, is associated with a transmission of the type having three shifting rails, l0, II and I2, for shifting the transmission gears by means of shifting forks l3, l4 and I5 respectively secured thereto. The shifting rails l and I2, when moved to the left, as viewed in Fig. 1, establish first and reverse gear relations respectively, while the correspondpiston through conduits is or 20 depending upon which is energized. The shifting movements of the finger are accomplished by means of a shifting actuator 2| having a double-acting fluid-operable piston contained therein, and being supplied by fluid pressure through conduits A pair of neutralizing pistons, not shown, are associated with the piston-and are subject at all times to fluid pressure from reservoir 48 through conduit 22a, the construction being such that, upon exhaust of fluid pressure -from-the shifting actuator through conduits 22 or 23, depending upon which is energized, the neutralizing pistons will be effective to return the finger It to neutral position, it being understood that the shift rail with which the finger is associated is likewise moved to neutral.

For the purpose of energizing'the clutch motor 1 during operation of the power apparatus 5, a valve mechanism 3| is provided which is automatically operated by a cam mechanism 25 operatively connected to the left-hand extremity of piston rod 24, as viewed in Fig. 1. ,Said cam mechanism is composed of cam portions 26 and 28,,neutral groove 21, and enlarged cam portions 29 and 30. Valve mechanism 3|, associated with the shifting mechanism and responsive to movements of the cam mechanism, contains therein a movable member 32 which follows the contour of the cam mechanism heretofore described during shifting movements of the piston rod 24. Valve 3| also includes a fluid pressure chamber 33, supplied with fluid pressure through 'a conduit 34a,'and a second chamber 35 which communicates with the clutch motor 'I by means of a conduit 35. The valve mechanism further includes an exhaust conduit 31 affording an atmospheric connection with the chamber 35, said connection being controlled by the movable member 32 which functions as a slide valve. A

' double ball valve member 38, normally held in closed position by the spring 34, includes valves 39 and 40 adapted to respectively cooperate with seats 4| and 42, said valves controlling the opening of the fluid pressure communication between the chambers 33 and 35, and also the exhaust connection between chamber 35 and conduit 31.

In order to remotely control the application of fluid pressure to and from the power-operated gear-changing apparatus, the manually-operated lever 5 is associated with a control valve mechanism 43, the latter being preferably constructed as shown in the patent to Stephen Vorech No. 2,075,917, dated April 6, 1937, for Control mechanism. A mechanism of'this type includes a plurality of valves arranged within a casing, the

latter having at its upper portion a pair of intersecting slots 44 and 45. Movement of the lever 6 to the left in slot 44 will effect operation of the valve controlling communication between conduits 22 and 45, the latter being connected through a suitable pressure-reducing valve 41 with a reservoir 48 through conduit 43. The aforesaid movement of the lever 6 serves to conduct fluid pressure to the shifting actuator 2| to effect second gear relation. The movement of '-'the lever 6 to the extreme right in slot 44 serves to connect conduit 50 to the reservoir, fluid pressure being conducted through said conduit to conduit 23 by way of valve 5| which, when the selector actuator I} is neutralized, is normally open. This operation establishes third gear relation. The movement of the lever 5 to the left in slot 45 establishes a communication, between conduit 9 and the reservoir and charges a valve 52 and selector H with fluid pressure. The valve 52 is opened as soon as suflicient movement of the actuator l'l takes place to select shift rail-l0 through the oscillation of finger l3. and thus fluid pressure is conducted to the shifting actuator 2| through conduits l9 and 23.

- This operation establishes first gear relation. In

order to select reverse gear relation, the lever 3 is' moved to the right in slot 45, after the-lever 53 has been moved to permit such movement, in order to connect conduit 23 to the reservoir. When the conduit 22 is charged with fluid pressure, valve 54 and the actuator II are simultaneously charged, the valve 54 being opened as soon as the actuator II has moved a sum-- cient amount to effect engagement between the selector finger l5 and the shifting fork I5 .at-

tached to the rail l2, thereby forming a connection between conduits 20 and 23 to supply the actuator 2| with fluid pressure to complete the gear engagement.

Automatic means responsive to engine speed are provided for controlling the operation of the clutch motor 1 when the transmission is moved to establish first or reverse gear relation. Normally, the clutch is held in engaged position through the action of the usual return springs associated therewith, aided by a spring 55- in clutch motor I. Fluid pressure admitted to-the motor through a conduit 51 will efl'ect clutchdisengaging movement of the motor and the clutch-controlling member 4. Such automatic means referred to may be a centrifugally-controlled valvular mechanism preferably constructed in accordance with the application of Roy S. Sanford, Serial No. 171,570, filed October 28, 1937, for Vehicle control mechanism whichhas eventuated in Patent No. 2,228,612, issued Jan. 14, 1941. The construction of an apparatus of this type is such that, when the engine'l is idling, fluid pressure passes through the mechanism to energize the clutch motor I, thereby holding the clutch-controlling member 4 in a disengaged position. As the speed of the engine is increased, the valvular mechanism operates to close the fluid pressure communication to the fluid motor 'I and gradually open a communication between said motor and anexhaust port 59, associated with said valvular mechanism, thereby gradually exhausting fluid pressure from the fluid motor I through exhaust port 59, to

slowly and smoothly permit the clutch-con trolling member 4 to be moved to position.

The centrifugally-controlled valvular mechanism is supplied with fluid pressure through conduits 60 and GI, there being a check valve 62 connecting the last named conduits, the purpose and operation of which will be fully described hereinafter. A double check valve 63 having separate connections with conduits l9 and 20 by conduits 64 and 55 respectively is provided with a pressure-responsive member 65 in order to allow connection between either conduits l9 or 20 and the centrifugally-controlled valvular mechanism 58, depending upon which conduit is energized.

clutch-engaged As heretofore stated, conduits. I9 and 20, when energized, operate means to select and establish first and reverse gear relations respectively. Therefore, the valvular mechanism 58 will be supplied with fluid pressure only when the lever 5 is moved to the proper position to establish first and reverse gear relations. When other movements of lever 6 are made, the valve mechanism -3I operates to energize the fluid motor- 1, thereby controlling engaging and disengaging movements of the clutch-controlling member 4 in proper sequence with the movements of the fluid actuators II and 2|, the operation of which will be described more fully hereinafter.

The check valve 62, interposed between eonduits 58 and GI, contains therein a ball valve 51 normally cooperating with the recessed seat 810. by the force of gravity, and a choke by-pass 68 around said ball valve. Fluid pressure passing from conduit 6| to conduit 80 will force the ball valve from its seat and said fluid pressure will flow past the ball valve 61 and through the bypass 68. However, when conduit 8| is connected to the atmosphere, said connection being made as the lever 6 passes through its neutral position, fluid pressure is slowly exhausted from conduit 60 since the flow of fluid pressure is 0b-' structed by the check valve 62, the communication being through the small choke 88.

When shifting from neutral to first or reverse gear relation, and-particularly when shifting to first gear relation, it is advantageous for conduit 60 to be quickly energized in order that the centrifugal valve 58 may be energized sufficiently to exercise a satisfactory control over the clutch-engaging operation of clutch motor I, and the check valve 62 is so constructed as to perdeenergization of the entire valve. Such action has been found to result in a sudden. energization of the clutch motor I with the corresponding rapid and unpleasant clutch engagement,

3 and, in order to prevent this undesirable condition from arising, a choke by-pass 88 is provided in the check valve 62 to retard the exhaust of fluid pressure from the centrifugal valve through the channels above described. It will thus be seen that the use of a check valve of the above constructionbetween the conduits 6| and 80 aids materiallyin efiecting a smooth and automatic clutch engagement, particularly when shifting from flrstto second speed.

As heretofore stated, when the lever 6 is moved to such a pos tion to establish second and third gear relations, the fluid motor I is-energized due to the movements of the valve mechanism 3|. When the movable member 32 is in such position that chamber 33 communicates with chamber 35, the fluid motor I is energized by way of conduit 36, check valve 69, conduit Ill, double check valve II and conduit.5I.- Check valve 69 is constructed in a similar manner as check valve 62, having therein a ball valve I2 normally resting upon a seat 12a, and a choke by-pass conduit 13 aroundsaid ball valve for the purpose of retarding exhaust from the fluid motor, thereconduit 51 and conduits III or I4, depending upon which of the two last named conduits is energized.

Means are provided by the present invention to automatically control the movements of throttle 2 in proper sequence with movements ofthe clutch-controlling member 4, irrespective of the position of the accelerator pedal 8. Such means include the fluid pressure-responsive mechanism 9 which is operatively connected to the mechanical connection between the accelerator pedal 8 and the throttle valve 2. The

latter mechanical connection more particularly comprises a crank I5 rigidly'connected with the accelerator pedal 8 and'cooperating by means of a link I6 with one end of a rocker arm 11, said arm being movable about a pin I8. A rod I3 cooperates with the other end of said rocker arm and transmits movement to rod 8|, through mit this desirable action to occur. When shifting from first gear relation to second gear relation, on the other hand, it will be apparent'that,

as soon as the control lever B is moved-'rto the second speed position, the conduit I9 will be opened to atmosphere and will tend to deenergize the centrifugal valve 58 almost instantaneously through conduit 60, check valve 62. conduit 6|,

' double-check valve 53 and conduit. and,- if

the engine were running at low speed during this period, the intake valve of the centrifugal valve would be open, resulting in an immediate en e I.

a resilient connector 80, to be referred to more particularly hereinafter. A bell crank 82, being pivotedabout the pin 83, has one end thereof connected to the rod III and the other'cooperating with a throttle rod 84, the latter being connected to a crank associated with the throttle 2 positioned in the intake manifold 86 of the The pressure-responsive mechanism 9 referred to above is adaptedto be energized with fluid pressure by movements of valve mechanism 3|, through conduits 35 and 81, to impart movement to a piston 88 contained therein. Since the piston is operatively connected to throttle rod-84, the throttle may be automatically op- I centrifugally-controlled within said casings is a spring 88, one end thereof abutting against the inner surface of the end ofv casing 92 and. the other abutting against a piston 88, said spring normally maintaining the parts in theposition shown. The piston 88 is rigidly .connected to a rod 8I which passes through the end of casing 82 and is allowed to freely move therethrough. Preferably; the piston is constructed in such a manner as to loosely flt in casings 8| and 82 so that air may freely pass around the periphery thereof.

The pressure-responsive mechanism 8 comprises a casing 81 having a reservoir 88 and cylinder 88. Any suitable hydraulic fluid I88 is contained in the reservoir and is allowed to pass to the-cylinder through a small opening I" and a through a p ssa e '|82. past the ball valve I88. The latter valve normally rests upon a seat I88 through the action of a spring I88 and normally prevents flow of fluid from said cylinder to said reservoir via e I82, The piston 88 cooperates with the cylinder 88 and is operatively connected to the throttle arm 84 as by means of arod I88.

Fluid pressure is supplied to reservoir 88 through conduit 81, said conduit, as heretofore stated, being connected to conduit 88, as viewed in Fig. 1. Pressure-responsive mechanism 8 is consequently energized by the operation of the valve mechanism 8I.

Referring to the operation of this feature of the invention, the throttle 2 may be controlled in the conventional manual way by movements of the accelerator pedal 8. As the accelerator pedal is moved downwardly by the pressure of the operator's foot, the arm I8 is caused-to rotate in a clockwise direction, said movement of arm I! causing movement of link I8 to the left, as viewed in Fig. 2, thereby imparting an anticlockwise movement to the rocker arm 11 about the pivot I8. Due to the aforesaid movement of said rocker arm, rod I8 will move to the right. causing similar movement of casings 8I and 82 of the resilient connector 88 since said casings and rod I8 are rigidly connected together.

Atthe initial movement of the casings 8| and --82 to the right, the spring 88 will be compressed untilthe frictional force in the remaining throt- .to prevent the hydraulic fluid in cylinder 88 pedal 8 being in the same direction, thereby rotating the throttle 2 in the same direction since the arm 85 and the throttle 2 are rigidly connected. As the arm 88 moves downwardly, the piston 88 receives the same movement and the fluid contained in cylinder .88 will be forced therefrom, through the passsage IIII into the reservoir 88. v

As the operator releases the pressure of his foot from the-accelerator pedal 8, the tension of a spring II8 causes the aforementioned move- 7 ments to operate in the reverse direction, imparting an anticlockwise movement to the throttle, thereby moving the same to closed or idling position.

The pressure-responsive mechanism 8 operates in such a'manner as to close throttle 2, if it has been opened to a predetermined position by the movement of the accelerator pedal 8, as heretofore described, and also to permit opening of said throttle to said predetermined position. It is to be fully understood that these movements are performed automatically by means of the pressure-responsive mechanism 8, the accelerator position throughout the operations.

Assuming the throttle 2 to be half open, the piston 88 extends further into the cylinder 88, due to the downward movement of the throttle rod 88, and thepiston 88 is at the right end of the casing 8|. By the operation of the valve mechanism 8I, the conduit 81 is energized with fluid pressure, said pressure entering the reservoir 88 and'acting upon the surface of the pressure-responsive fluid I88, forcing said fluid into the cylinder 88 through the opening MI and also through passage I82, past the ball valve I88 and through opening III. The fluid acts upon the face of the piston 88, causing movement of the latter relative to the cylinder 88, transmitting an anticlockwise rotation to the throttle 2 due to the upward movement of the rod 84, thereby moving said throttle to a closed position.

As the piston 88 is forced upwardly by the force of fluid pressure, the bell crank 82, being operatively connected thereto; will rotate in a.

clockwise directionabout the pin 88, thereby causing the rod 8I' to move toward the left, as viewed in Fig. 2. The movement of the rod 8I to the left will compress the spring 88- since the casings 8I and 82 remain stationary by the force of the operator's foot on the accelerator pedal 8. Means are provided by the present invention from quickly flowing to its normal level in the tle mechanism and the force necessary to transmit fluid, contained in cylinder 88 to reservoir 88 is equal to the force exerted by the compressed spring 88. When an equilibrium is reached between the two aforementioned forces. the spring 88 will cease to be compressed and the motion of the rod I8 will be imparted to the rod 8I through the casings 8| and 82, the spring 88 and the piston 84.

The movement of the rod 8I to the right imparts an anticlockwise rotation to the bell crank 82, about the pin 88, thereby causing a downward movement of the throttle rod 84.} The above mentioned movement of the throttle rod reservoir 88 when conduit 81 has been exhausted to atmosphere. The action of the spring 88 is thereby retarded and. the throttle is allowed to gradually opento a position determined by the accelerator pedal 8. As shown, such means include the ball valve I88 which is forced against the seat I88 by the spring I88 when conduit 81 is exhausted. Thus the hydraulic fluid is prevented from returning to the reservoir by way of passage I82. Since the fluid flows from the cylinder to the reservoir only through the small opening "I, the downward movement of-the piston 88 is thereby retarded and a gradual opening of the throttle is obtained. It is to be pointed out. however, that the size of the opening "I is of such a nature that the rate of opening movement of the throttle will be properly coordinated with-the engaging movement -of the clutch in order to obtain an efllcient and smooth acceleration-of the vehicle after a desired gearwiil cause the link 88 to rotate in a clockwise relation has been established.

aaagaaav Referringmore particularly to Fig. 3, another form of an automatic throttle control is illustrated therein in connection with the throttle 2, which is rotatably mounted in the intake manifold 88. In this form, fluid pressure means is employed for controlling the opening and closing of the throttle and includes a valve mechathe piston H8 to the left and opening the throttle wider.

lapping valve, such as, for example, shown in the patent to William J. Andres and Roy S. Sanford, dated October 18, 1938, No. 2,133,275, for Control mechanism. The valve mechanism is supplied with fluid pressure from the reservoir 48 through conduit H4 and is adapted to conduct such pressure to an outlet conduit H8,

communicating with the fluid pressure actuator H3.' The pedal H2, rotatable about the pivot H5, is adapted to respond to pressure applied thereon by the operators foot for controlling the degree of fluid pressure passing to conduit H8.

The fluid pressure actuator H3 comprises a casing III, having therein a pressure-responsive piston H8 which divides the casing into chambers I28 and I2I. The chambers are respectively supplied with fiuidpressure through conduits H6 and 81. A spring I22, positioned within chamber I 2I, abuts the face of the piston and the inner end of the casing III and opposes movement of the piston to the left, as viewed in Fig. 3.

A piston rod H9 is operatively connected to the piston and extends outside the chamber I2I where a socket I23 is threadedly connected thereto. A rod I24 provided with a ball I25 fixed to one end thereof cooperates with the socket I23, the other end of the rod being operatively connected to a crank I2I by means of a pin I26. The crank I21, being operatively connected to the throttle 2, imparts movements thereto. Check valve I28 positioned in conduit 81 and constructed similarly to check valves 82 and 69, as viewed in Fig. 1, contains therein a ball valve I38, normally positioned against the seat l3l, and a choke bypass I29, which restricts the flow of fluid pressure from chamber I2I to the atmosphere, thereby allowing the throttle to slowly open, as

- will appear fully hereinafter.

The operation of this form of the present invention is as follows. As heretofore stated, the pressure of the operators foot upon the pedal H2 causes a clockwise movement thereof about the pin H5, said movement allowing a proportional degree of fluid pressure to enter conduit H9. Fluid pressure is conducted from conduit H8 to chamber I20 of the actuator H3 and acts upon the face of the p ston H8 imparting movement to the left against the tension of the spring I22, as viewed in Fig. 3. The piston rod H9, being operatively connected to the piston H8, moves in like manner and imparts similar movement to the rod I24, through the ball I25 and the socket I23. As the rod I24 moves to the left, the crank I2'I rotates in a clockwise direction, rotating the throttle 2 to move the same toward open position. As the pressure of the operator's foot is increased upon the pedal H2, fluid pressure in chamber I20 will correspondingly increase, thereby causing additional movement of When the pressure applied to pedal H2 is gradually reduced, fluid pressure in chamber I20 will bereduced a corresponding degree. The piston H8 will then move to the right, due to the tension ,of the spring I22, moving rods H9 and I24 likewise to the right, thereby rotating the crank I21 and the throttle 2 in an anticlockwise direction, thus closing the communication to the intake manifold 86. As the pressure is completely removed from the pedal H2, the tension of the spring I22 will impart further anticlockwise movement to the throttle until the' latter is moved to closed or idling position.

Assuming the throttle 2 to be in partially opening position, the piston H8 will be at an intermediate position in the cylinder III, as viewed in Fig. 3. As conduit 81 is energized with fluid pressure, due to the movements of the valve mechanism 3|, chamber I2I will likewise be energized and the piston I I8 will move to the position shown in Fig. 3. When the valve mechanism 3| is moved to exhaust position, conduit 81 will be exhausted to atmosphere and chamber I2I will be likewise exhausted. The piston I I8 will then return to its former position due to.

the presence of 'fluid pressure in chamber I20,

thereby permitting opening of the throttle'to the position controlledby the valvemechanism HI. It will beunderstood that the exhaust from chamber I2I to .the atmosphere will be retarded by'the choke by-pass I29, thus ensuring that the throttle will be gradually opened under the influence of the fluid pressurev within chamber I20.

During operation of the invention illustrated in Fig. 1, with the mechanism in the neutral position illustrated, and with engine I idling, the clutch is in anengaged position, since no fluid pressure is transmitted to the clutch motor I when the mechanism is in the aforesaid neutral position.

Should it be desired to shift into first gear, member 8 is moved to the left-hand extremity of slot 45 and the valve of the mechanism 43, operated duringthis movement, connects the reservoir 48 to the conduit I9. The selector actuator I1 is thus charged in order to move finger I6 into an engagement with shifter fork I3, and, as soon as this latter action has been effected, valve 520mm to connect conduit I9 with the shifting actuator 2| through conduit .23. As

' soon as conduit I9 is charged with fluid presas above indicated. However, as the speed of the engine is increased, the centrifugally-controlled valvular mechanism 58 closes communication between conduits and "I4, and opens'communication between conduit I4 and atmosphere through port 59. As the speed of the engine is increased, the fluid motor 'I is connected to the atmosphere by way ofconduit 51, double check valve II, conduit I4, valvular mechanism 58 and port 59, thereby permitting engaging movement movement of the clutch-controlling m of the clutch-controlling member .4 in accordance with increase in engine speed.

In establishing reverse gear relation, control member 6 is moved to the right-hand extremity of slot 45 in order to charge conduit 20 with fluid pressure. Such pressure, after causing operation of the actuator l1 and selection of the shifter fork I5, will pass: through valve 54 and conduit 23, to effect movement of the piston rod 24 to the left, as viewed in Fig. 1. As conduit 20 is charged with fluid pressure, the double check valve 63 is likewise charged through conduit 65, thereby conducting fluid pressure to the valvular mechanism 58 through conduit 63. The clutch motor will hence be charged with fluid pressure as in the case when shifting into first gear relation. Engagement of the clutch will be likewise controlled by operation of valvular mechanism 53 upon increase in the speed of the engine.

In shifting to second and third gear relations, the selector mechanism I1 is not energized since the finger I8 is in its prper position to engage second and third gear relations when the mechanisin is in neutral position. Therefore, it is only necessary to move the shifting ,rail II to the right or left, as viewed in Fig. 1. Movement of the lever B to the left in slot 44 will effect operation of the valve controlling communication between conduit 22 and the reservoir, thereby supplying fluid pressure to the shifting actuator 2| and moving the shifting rail II to the right to engage second gear relation. Third gear relation is established by movement of the lever 6 to the extreme right in slot 44, therebyliconnecting conduit 50 with the reservoir. As the conduit 53 is energized, valve beingnormally open when the selector mechanism I1 is in neutral position. operates to establish a communication between conduits 50 and 23, thereby energizing the shifting actuator 2| to move the shifting rail ll to the left, as viewed in Fig. 1.

When shifting from first to second and from second to third gear relations, the movement of the piston rod 24 imparts movement to the cam mechanism 25 connected thereto. 'As heretofore stated, the cam mechanism is so constructed that the follower32 will successively contact either enlarged portions 23 or 33, the central neutral groove 21, and gain either the enlarged portions ,23 or 33 before either second or third gear relation is flnally established. As the follower" contacts either enlarged portions 28 'or 33, valve 3| is operated and fluid permitting valve 3| to move to the position 11- lustrated in Fig. 1, wherein valve senves to connect conduit 36 with the exhaust conduit 31. when this occurs, the clutch will be allowed to engage and the throttle will be permitted to open an amount governed by the position of the accelerator pedal.

From the aforesaid operation, it is readily seen that, when shifting from first to second gear relation, or from second to third gear relation, the clutch and throttle will be automatically controlled in the following sequence. As the follower 32 contacts either the enlarged cam portions 23 or 30, when moving from either first.

or second gear relation, the clutch will be disl engaged and the throttle closed due to the charging of conduit 36 with fluid pressure. As the follower contacts the central neutral groove 21, conduit 36 communicates with atmosphere through port 31, and fluid pressure is exhausted from the clutch motor 1 and the automatic throttle mechanism 3 through said port, thereby allowing engaging movements of the clutch-controlling member 4 and permitting opening of the throttle valve 2. Then, as the piston rod 24 moves to establish a new gear ratio, the follower contacts either the enlarged cams 2! or 30, operating the valve mechanism to conduct .fluld pressure to the clutch motor 1 and the automatic throttle-mechanism 3, to disengage the clutch and close the throttle. As the gear relation is established, the follower contacts'either the smaller cam portions 26 or 28, causing the clutch to engage and the throttle to open as heretofore stated. In the aforesaid manner, double clutching action is obtained, the advantages of which have been mentioned heretofore.-

There is thus provided by the present invention a novel and efficiently operable controllin mechanism for coordinating the shifting of the gears of an automotive vehicle with the operation of the clutch and opening and closing of the throttle. The arrangement is such that the control of an automotivevehicle by the operator is materially facilitated and simplified. In changing the transmission to the various gear ratios, the operator may, if he desires, maintain the accelerator pedal in a certain predetermined p0- sition during the entire changing of gears. The

provision of the automatic throttle-closing mechanism and the automatically-Op rable declutching motor automatically secures aclosing of the throttle and opening of the vehicle clutch pressure is conducted. to the clutch motor 1' through conduit 33, check valve 63, conduit Ill, double check valve 1! and conduit I1. The automatic throttle control 3 is also energized through conduits 34 and 51. when either second or third gear relation has ;been established, the follower will contact either reduced cam surfaces 23 or 28 respectively. The follower, being in either of l the latter positions, permits operation of valve 3| to close communication between conduit 33 and the reservoir and connect .conduit 38 to the at- 'mosphere through port,31,' exhaustingfluid pressure from theclutch motor I and the automatic throttle control 3 and thereby allowing engaging ember 4 and, opening movement of the throttle 2. As the gear-shifting mechanism is operated to shift from one gear relation to another, the transmission will pass througha neutral position as well understood by those skilled in the art. When this neutral position is reached, the follower 32 will contact the neutral groove 21, thus prior to establishment of a selected gear ratio and this occurs automatically in response to movements of the gear shifting apparatus. as controlled by the simple manipulation of the master controlling lever. The present invention, moreover, insures that, irresaective of the advanced position of the accelerator pedal, the throttle valve will i permitted to slowly open as the clutch gradually engages after a desired gear relation has been established, thus insuring a smooth acceleration'ofthe vehicle. One of the .very desirable features of the invention residesin the inclusion of means whereby, as the transmission passes through neutral in its change .'from one gear relation to another, the clutch is auwrnatically allowed to engage and the throttle valve isautomatically be opened. 1 Tims, double clutching action iiimssiuedtvhioh is extremely desirable in certain instances when shifting from one gear relation to another.

While several embodiments of. the inventionhave beenillustrateda'nd d acrib'edherein it'is to be understood that the same is not limited thereto but may be embodied invarious forms, as will be understood by those skilled in the art. Reference will, therefore, be had to the appended claims for a definition of the limits of the ated by movement of said fluid-operated means' I in a direction to establish a desired gear relation but prior to actual establishment of said relation for simultaneously energizing said fluid pressureoperated means and said fluid motor whereby the throttle is closed "and said member is moved to clutch-disengaged position.

2. In an automotive vehicle having an engine, a throttle, a clutch-controlling member, and a transmission of the type having fluid-operated means for selecting and establishing one of a plurality of gear relations, a fluid motor for controlling the operation of said member, manually operable mean for opening and closing said throttle, fluid pressure-operated means for closing the throttle irrespective of the position of said manually-operable means, means operated by movement of said fluid-operated means in a direction to establish a desired gear relation but prior to actual establishment of said relation for simultaneously energizing said fluid pressureoperated means and said fluid motor, and means for causing operation of said last named means to deenergize said fluid pressure-operated means and said fluid motor after establishment of the desired gear relation 3. In an automotive vehicle having an engine,' a throttle, 'a clutch-controlling member and a gear-changing mechanism, a fluid motor for controlling the operation of said member, means for opening and closing said throttle, means operable by fluid pressure for closing said throttle irrespective of the position of said flrst means, and means actuated by said mechanism for supplying fluid energy to said motor and to said throttle closing means for causing clutch-disengaging movement of said member and closing movement of the throttle.

4. In an automotive vehicle having an engine, a throttle, a clutch-controlling member and a gear-changing mechanism, a fluid motor for con;- trollingthe operation of said member, manuallyoperable means for opening and closing said throttle, means operable by fluid pressure for closing said throttle irrespective of the position of said manually-operable means, a source of fluid power, means including a valve operable for simultaneously connecting said motor and throttle-closing means with the source, and means actuated by said mechanism for operating said valve.

5. In an automotive vehicle having an engine,- a throttle, a clutch-controlling member, and a transmission of the type having fluid-operated means for selecting and establishing one of a plurality of gear relations, a fluid motor for controlling the operation of said member, manualthrottle, fluid pressure-operated means for closing the throttle irrespective of the position of said manually-operable means and for allowing opening of said throttle to' apredetermined point controlled by said manually-operable means, means operated by movement of said fluid-operatedmeans in a direction to establish a desired gear relation but prior to. actual establishment of said relation for simultaneously energizing said fluid pressure-operated means and said fluid motor, means for causing operation of said last named means to deenergize said fluid pressure-operated means and said fluid motor after establishment of the desired g'ear relation,

and means associated with said fluid pressureoperated means. for retarding opening movement of said throttle under the action of said manually-operable means.

6. In an automotive vehicle having an engine,

a fluid-operated gear-changing mechanism, a

throttle, and a clutch-controlling member,

open position by said manually-operable means and for allowing return of said throttle to said open position, means operated by movement of saidme'chanism in a direction to establish a desired'gean relation but prior to actual establishment of said relation for simultaneously energizing said fluid pressure-operated means. and said fluid motor, means for causing operation of said last named means to deenergize said fluid pressure-operated means and said fluid motor after establishment of the desired gear relation, and means associated with'said motor and said fluid pressure-operated means for respectively retarding clutch-engaging movements of said member and opening movements of said throttle.

7. In an automotive vehicle having a throttle and a transmission or the type having fluid-op-. erated means for selecting and establishingone of a plurality of gear relations, manually-operable means including a resilient connection for controlling the opening and cloSin'goperations of said throttle, fluid pressure-operated means for closing said throttle when held in an open position by said manually-operable means and for allowing return of said throttle to said open position, means operated by movement of said fluid-operated means in a direction to establish adesired gear relation but prior to actual establishment of said relation for energizing said fluid pressure-operated means, means for causing operation of said last named means to deenergize said fluid pressure-operated means after establishment of the desired gear relation, and means means for retarding the opening movements of said throttle.

8. In an automotive vehicle having an engine, a throttle, a clutch-controlling member, and a transmission of the type having fluid-operated means for selecting and establishing one of a plurality of gear relations, a fluid motor for con trolling the operation 01 said member,' valve means responsive to the speed of said engine for lY-operable means for opening and closing said 7 energizing said motor when said mechanism'is in one predetermined gear-engagedposition, a valve device operatively associated with said fluid-operated means, a double check valve connected to said motor and having separate connections with said valve means and said, ve device, manually-operated means for openi g and closing said throttle, fluid pressure-operated means for closing said throttle when held in an open position by said manually-operated means and for allowing return of said throttle to said open position, said valve device operated by movement of said fluid-operated means in a direction to establish a desired gear relation but prior to actual establishment of said relation for simultaneously energizing said fluid pressureoperated means and said fluid motor, means for causing operation of said valve device to demergize said fluid pressure-operated means and said fluid motorafter establishment of the desired gear relation, and means associated with said motor and said fluid pressure-operated means for respectively retarding deenergization of said motor and opening movements of said throttle.

9. In an automotive vehicle having an engine,

a clutch-controlling member, and a transmission of the type having fluid-operated means tor selecting and. establishing one of a plurality of gear relations, a fluid motor for controlling the operations of said member, valve means responsive to the speed of said engine for energizing said motor when said mechanism is in one predetermined gear-engaged position, a valve device associated with said fluid-operated means,

a double check valve connected to said motor and means'and said valve device, said valve device operated by movement of said fluid-operated means in a direction to establish a desiredsear relation but prior to actual establishment of said relation for energizing said fluid motor, means for causing operation of said valve device to demergize said fluid motor after establishment of the desired gear relation, and when said fluid-oper- Y ated means operates to neutralize said transmission, and means associated with said motor for retarding deenergization of said motor.

10. In an automotive vehicle having an engine, a clutch-controlling member and a gear-changing mechanism, a fluidmotor for controlling the operations of said member, valve means responsive to engine speed for controlling the engaging and disengaging movements of said motor, means including a valve device responsive to movements or said mechanism for energizin tion and for deenergizing said 'motor when said gear relation is established, means associated with said means iorretarding deenergization of said motor, and a double check valve connected to said motor and having separate connections with said valve means'and said means for connecting said motor with said valve means or said means.

11. In an automotive vehicle having an ngine,

.throttle'to .said open position, a source of ig i -means including a valve for conhaving separate connections with said valve said motor prior to establishment of a gear relaas a throttle, a clutch-controlling member, a fluid,-

necting said motor and said pressure-operated means with said source, means actuated by movement of said mechanism in a direction to establish a desired gear relation but .prior to actual 5 establishment of said relation for energizing said motor and said pressure-operated means, means for causing operation of said last named means to deenergize said motor and said pressure-operated means after establishment of the desired gear relation, and means associated with said fluid pressure-operated means and said motor for respectively retarding opening movements of said throttle and clutch-engaging movements of said member.

12. In an automotive vehicle having an engine, a clutch-controlling member, and a transmission 01 the type having fluid-operated means for selecting and establishing one of a plurality of gear relations, a fluid motor for controlling the operation of said member, valve means responsive to the speed of said engine for energizing said motor when said mechanism is in one predetermined gear-engaged position, a valve device operatively associated with said fluid-operated means, a double check valve connected to said motor and having separate connections with said valve means and said valve device for connecting said motor with said valve means or said valve device, said valve device operated by movement or said fluid-operated means in a direction to establish another desired gear relation but prior to actual establishment of saidgear relation for energizing said fluid motor, means for causing operation of said valve device to deer:-

said fluid motor after establishment 01' said relation, and means associated with said motor for retarding deenergization of said motor.

13. In combination with an automotive vehicle having a fluid-operated gear-changing mechanism, a throttle, fluid pressure means inicluding a pressure-responsive element for controlling the opening and closing operations of said throttle, a manually-operated valve for controlling the fluid pressure energization of said element and a second fluid pressure means including a valve responsive ,to movements of said mechanism tor controlling the fluid pressure energizationv of said element irrespective of said first valve.

14. In an automotive vehicle having an engine, a fluid-operated gear-changing mechanism, a throttle and a clutch-actuating member, means including a fluid motor for efiecting the clutchdisengaging and engaging movements of said member, fluid pressure means including a pressure-responsive element for controlling the opening and closing operations oi said throttle, a manually-operated valve for controlling said element, valve means controlled by the speed 01 said engine for effecting energization of said motor when said mechanism is in one predetermined gear-engaged position, second valve means 76 including a fluid motor. for controlling the move- We: r

ments of said member, second means including a centrifugally-controlled valve responsive to engine speed for Supplying fluid pressure to said motor when said mechanism is one predetermined gear-engaged position, valve means opera-ble by said mechanism for controlling the energization of said motor, and a double check valve connected with said motor and having separate connections with said valve and said valve means for connecting said motor with said valve or valve means.

16. In an automotive vehicle having a gearchanging mechanism including a member operable to establish diflerent gear ratios, fluid-operated means having a piston operatively contained therein, a piston rod connected to said piston and having said member connected thereto, means including a valve mechanism responsive to movements of said piston rod, a throttle having pressure-responsive means associated therewith for controlling the opening and closing movements thereof, and a fluid pressure conduit forming a communication between said valve mechanism and said pressure-responsive means whereby movements of said fluid-operated means toward a gear establishing position operate said power mechanism to supply fluid pressure to said pressure-responsive means and effect control of said throttle.

17. In an automotive vehicle having a gearchanging mechanism, fluid-operated means having a piston therein, a piston rod having one end connected to said piston and having a neutral and a gear establishing position, a member connected to said piston rod for establishing different gear ratios, manually-operable means for closing and opening-said throttle, pressure-responsive means for closing the throttle irrespective of the position of said manually-operable means and for allowing opening of said throttle to a predetermined position controlled by said manually-operable means, means including a valve device responsive to movement of said piston rod, and a conduit connecting said valve device and said pressure-responsive means whereby said pressure-responsive means is energized during movement of said piston rod between said positions and deenergized when said piston rod is in either of said positions.

18. In an automotive vehicle having an engine, vehicle-controlling means and a throttle, manually-operable means including a resilient connection for controlling the opening and closing movements of said throttle, said resilient connection including a pair of relatively-movable members having a resilient element positioned therebetween, one of said pair of relatively-movable members operatively connected to said manually-operable means, fluid-operable means responsive to movements of said controlling means and having a piston therein, said piston connected to said throttle and to the other of said pair of relatively-movable members, whereby said fluidoperable'means is responsive to movements of said controlling means to close said throttle when held in an open position by said manually-operable means and to allow said throttle to return to said open position, and means associated with said fluid-operable means for retarding the opening movement of said throttle.

19. In an automotive vehicle provided with 'a clutch-controlling member and a throttle-controlled intake manifold, a fluid motor for controlling the operation of said clutch-controlling member, means for opening and closing the throttle, fluid pressure-operated means for closing the throttle irrespective of the position of said first means, means for simultaneously energizing said motor and fluid pressure-operated means and means for retarding the rate of deenergization of said motor and fluid pressure'operated means for effecting a coordinated control of said clutch controlling member and throttle.

20. In an automotive vehicle having a gearchanging mechanism and a throttle, means for moving said throttle to open and closed position, fluid pressure-operated means for moving the throttle to closed position irrespective of the position of said first means, and a valve device operable by said mechanism when moved in a direction to establish a desired gear relation for supplying fluid pressure to said fluid pressureoperated means.

WILLIAM J. ANDRES. 

